Dual station binnacle control

ABSTRACT

The invention provides a dual station marine propulsion control system including means selectively operable to afford control of an engine throttle and/or clutch at one station while preventing the exercise of control from the other station and vice versa. Each throttle control station comprises a control lever movably mounted relative to a minimum throttle setting, a cam member movably mounted relative to a first position, and means movably mounted on the housing and coacting with said cam member and with cooperating means on the lever for preventing movement of the lever from the minimum throttle setting when the cam member is displaced from the first position and for preventing displacement of the cam member from the first position when the control lever is displaced from the minimum throttle position. Also disclosed herein is a frame operably connected to an engine throttle for actuation of the engine throttle in response to frame movement. The frame includes guide paths for first and second throttle slides which are respectively connectable to throttle control links or cables connected respectively to remote control stations so as to effect throttle slide movement in response to throttle control link movement. Also included are means on the frame and on the throttle slides for alternatively and selectively connecting one of the throttle slides to the frame for common movement of the frame with the one throttle slide and for permitting relative movement between the other of the throttle slides and the frame.

'"ooty et al.

[ 51 Mar. 28, W72

[54] DUAL STATION BINNACLE CONTROL Robert A. Booty; Gaylord M. Bors't,both of Galesburg, Ill.

[72] Inventors:

Primary Examiner-Milton Kaufman Attorney-Robert K. Gerling, Robert E.Clemency, John W. Michael, Girrit D. Foster, Bayard H. Michael, Paul R.Puerner, Joseph A. Gemignani, Andrew A. Riteria and Spencer B. Michael[57] ABSTRACT The invention provides a dual station marine propulsioncontrol system including means selectively operable to afford control ofan engine throttle and/or clutch at one station while preventing theexercise of control from the other station and vice versa. Each throttlecontrol station comprises a control lever movably mounted relative to aminimum throttle setting, a cam member movably mounted relative to afirst position, and means movably mounted on the housing and coactingwith said cam member and with cooperating means on the lever forpreventing movement of the lever from the minimum throttle setting whenthe cam member is displaced from the first position and for preventingdisplacement of the cam member from the first position when the controllever is displaced from the minimum throttle position.

Also disclosed herein is a frame operably connected to an enginethrottle for actuation of the engine throttle in response to framemovement. The frame includes guide paths for first and second throttleslides which are respectively connectable to throttle control links orcables connected respectively to remote control stations so as to effectthrottle slide movement in response to throttle control link movement.Also included are means on the frame and on the throttle slides foralternatively and selectively connecting one of the throttle slides tothe frame for common movement of the frame with the one the other of thethrottle slides and the frame.

I 6 Claims, Drawing Figures PATENTEDMAR28 I972 3, 651 J09 SHEET 2 [IF 3I dawn/025 .5: a. wa /y lam 950256 DUAL STATION BINNACLE CONTROLBACKGROUND OF THE INVENTION The invention relates generally to controlsfor internal combustion engines and more particularly to a dual,so-called binnacle, control system for marine propulsion systems.

It is commonpractice in marine cruisers to provide, both in the cabinand on a flying bridge or elsewhere, so-called binnacle" type singlelever controls for regulating both the throttle and/or the clutch of thepropulsion system. It is desirable that when one control station is inuse that the other control station be inactivated and vice versa.Various previously known single lever controls includes the controlsdisclosed in US. Pat. Nos. 3,250,350; 3,141,575; 3,131,795; 3,139,767,3,244,262, and 3,146,632.

SUMMARY OF THE INVENTION The invention provides a dual station marinepropulsion control system including means selectively operable to affordcontrol of an engine throttle and/or clutch at one station whilepreventing the exercise of the control from the other station and viceversa.

At each station, the throttle control device comprises a housing, athrottle control lever movably mounted on the housing relative to aminimum throttle setting, and a cam member movably mounted on thehousing relative to a first position, together with means movablymounted on the housing and coacting with the cam member and withcooperating means on the lever for preventing movement of the lever fromthe minimum throttle setting when the cam member is displaced from thefirst position and for preventing displacement of the cam member fromthe first position when the throttle lever is displaced from the minimumthrottle position.

The meansfor inactivating one of the stations while affording operationof the other station includes thepreviously mentioned cam member and thepreviously mentioned means cooperating with the cam member and the leverfor preventing movement of the lever and displacement of the cam member,together with means interconnecting the cooperating means so that thecooperating means at one station is displaced from the first position asthe cooperating means at the other station is located in the firstposition, thereby preventing simultaneous use of both stations. Theinvention also provides apparatus for displacing the en gine throttle atthe other end of a pair of control links or cables respectivelyconnected to the dual control stations. More particularly, the apparatusfor displacing the engine throttle includes a frame operably connectedto the engine throttle for actuation of the engine throttle in responseto movement of the frame. Included on the frame are first and secondguide paths for first and second throttle slides respectively connectedto the throttle control cables or links and movable along the first andsecond guide paths in response to the throttle control link movement,together with means on the frame and on the first and second throttleslides for alternatively and selectively connecting one of the throttleslides to the frame for common movement of the frame with the onethrottle slide and for permitting relative movement between the other ofthe throttle slides and the frame, whereby movement of the throttlecontrol lever at one station effects movement of the connected throttlecable and the connected throttle slide, together with common movement ofthe frame to actuate the engine throttle.

One of the principal objects of the invention is the provision of anengine control system including two control stations and meansvforselectively setting the control stations so as to permit control of theengine from one station while automatically inactivating the otherstation.

Another of the principal objects of they invention is the provision of arelatively simple and effective arrangement for mutually and selectivelyinactivating one station while permitting the use of another station tocontrol the throttle and/r clutch of a marine propulsion device.

Still another of the principal objects of the invention is the provisionof an engine control station including a single throttle control leverand a mechanism including a selector lever positionable between a firstposition permitting operating movement of the main control lever and asecond position preventing operation of the main control lever.

Still another of the principal objects of the invention is the provisionof an engine control station such as described in the precedingparagraph including means preventing re-positioning of the selectorlever in the event the main control lever is not in its minimum throttlesetting position.

Another principal object of the invention is the provision of amechanism for activating an engine throttle in response to movement ofeither one of two input cables or links.

Other objects and advantages of the invention will become known byreference to the following description and accompanying drawings.

DRAWINGS FIG. 1 is a perspective view of a dual station engine controlsystem embodying various of the features of the invention.

FIG. 2 is a fragmentary enlarged elevational view, with parts brokenaway, of one of the stations shown in FIG. 1.

FIG. 3 is a partially schematic view similar to FIG. 2 and partially insection, and with a part of the main portion 67 of the lever 27 omitted,but taken from the other side as compared to FIG. 2.

FIG. 4 is a partial view similar to FIG. 2 showing the inside of one ofthe housing members of one of the stations shown in FIG. 1.

FIG. 5 is a perspective view of the selector lever embodied in thecontrol stations shown in FIG. 1.

FIG. 6 is a perspective view of another member of the control stationsshown in FIG. 1.

FIG. 7 is an enlarged fragmentary sectional view taken along line 7-7 ofFIG. 2.

FIG. 8 is an exploded perspective view illustrating the interaction ofthe member shown in FIG. 6 with the throttle control lever and with thethrottle control lever shown in minimum throttle setting.

FIG. 9 is a view similar to FIG. 8 with the parts in different positionand with the throttle control lever in an advanced throttle setting.

FIG. 10 is an enlarged fragmentary view, partially in section, of aportion of the apparatus shown in FIG. 1 with the components shown in aminimum throttle setting.

FIG. 11 is a view similar to FIG. 10 with the components shown in anadvanced throttle position.

DETAILED DESCRIPTION Shown in FIG. 1 of the drawings is a dual stationcontrol system 11 for selectively and alternatively controlling fromeither station, a throttle, or clutch, or both the throttle and clutch,of an engine 13 which is shown fragmentarily (See FIGS. 1, l0, and 11)and which has a pivotally or otherwise movably mounted speed controllingmember 17 and an associated clutch (not shown).

As shown in FIG. 1, the system 11 includes first and second so-calledbinnacle control stations 21 and 23 which are substantially identicallyconstructed and which each include a main control or throttle lever 27and a station selector lever 29. The main controls or throttle levers 27of the first and second stations 21 and 23 are respectively connected byseparate throttle cables or links 31 and 33 to a coupler assembly 37which is connected to the engine speed controlling member 17 (in someinstances, a conventional carburetor throttle valve control lever). Alsoincluded in the system 11 shown in FIG. 1, is a cable or link 39connecting the station selector levers 29 of the first and secondcontrol station 21 and 23.

As each of the control stations 21 and 23 is generally of identicalconstruction, only the control station 21 will be described. As shown inthe drawings, the control station 21 includes a frame or housing 41which can be constructed in any convenient manner. In the specificallydisclosed construction, the housing 41 comprises left and right housingmembers or sections 43 and 47, respectively, and a top or cover housingmember 49. The left housing member 43 includes (See FIG. 7) a centralinturned boss 51 having a central aperture 53 and the right housingmember 47 (See FIG. 4) includes a central aperture 57 in alignment withthe aperture 53 in the left housing member 43, which apertures 53 and 57form bearings for the main control lever 27.

The top or cover housing member 49 closes the open top of the assemblyof the right and left housing members 43 and 47 and includes (SeeFIG. 1) a first elongated slot 59 through which the main control lever27 extends and a second elongated slot 61 through which a portion of theselector control lever 29 extends.

The main control lever 27 includes (See FIG. 7) a main body portion 67having outwardly extending stub shafts or cones 69 and 70 receivedrespectively in the apertures 53 and 57 of the left and right housingmembers 43 and 47, whereby the main control lever 27 is pivotallymovable in either rotative direction from a generally upright centralposition in which the engine throttle is at an idle or minimum throttlesetting and the clutch is in neutral.

Connected to the main control lever 27 to afford throttle actuation inresponse to main control lever movement is one end of the throttlecontrol link or cable 31. While other links can be used, the disclosedconstruction contemplates the use of conventional push-pull cableshaving outer sheaths and inner cores or wires.

The throttle cable 31 is actuated to effect throttle control in responseto movement of the main lever 27 by means including an arm 68 (See FIGS.2 and 3) which is pivotally mounted at one end at 73 to the left housingmember 43 and which, at its other end, is connected by suitable means,not a part of the present invention, including a part 72 and a guide 74(See FIG. 1) to the throttle cable 31. The arm 68 is rocked about itspivotal mounting 73 to axially displace the cable 31 in response topivotal movement of the control lever 27 by a link 76 (See FIGS. 3 and7) which, at one end, is connected to an intermediate portion of the arm68 and, at its other end, extends in a slot 75 (See FIG. 7) in the maincontrol lever 27 and is pivotally connected to the main body portion 67of the control lever 27 by a pin 761. Accordingly, movement of the maincontrol lever 27 in either direction from the upright position at whichthe throttle is at minimum will serve to advance the throttle.

Extending from the body portion 67 of the control lever is (See FIGS. 2and 7) a stem or shaft 78 which extends through the slot 59 of thehousing cover member 49 and which, at the top, has a handle or knob 80.The stem or shaft 78 extends in a radial bore 781 in the body portion 67and is movable radially thereof, as will be further disclosed to affordthrottle advance in neutral. In order to accommodate throttle advance inreverse, as will be later disclosed, the stem 78 is hollow as shown at82 and includes a radially extending opening 84 which communicates withthe hollow interior of the stem 78 and which further communicates with aradially elongated axial slot 86 open at the right end of the bodyportion 67.

In accordance with the invention, the system 11 includes means forpermitting operation of only one of the control stations 21 and 23 atany one time. This means includes, in each control station, thebefore-mentioned station selector lever or cam lever 29 which (See FIGS.and 7) is pivotally mounted on the outer surface of the before-mentionedboss 51, and the cable or link 39 which connects the station selectorlevers 29.

The selector lever 29, as shown best in FIG. 5, includes a tab or ear 71which projects through the slot 61 in the cover hous ing member 49 intoposition for access by the operator to per- I mit shifting of theselector lever 29 between a first position as shown at station 21 inFIG. 1, and a second position as shown at station 23.

The means for permitting operation of only one control station at a timefurther includes, in each station, a lock yoke 77 (See FIG. 6, as wellas FIGS. 7, 8, and 9) which has a stem or lower portion 79 fixed to theleft housing member 43 by a screw 791 (See FIG. 3) and an upper portion81 which is apertured at 83 to permit passage over the inturned boss 51of the left housing member 43.

Means are provided on the yoke member 77, on the selector lever 29, andon the main lever 27 for preventing pivotal movement of the main lever27 from the generally upright minimum throttle setting position as shownat station 23 when the associated selector lever 29 is in the secondposition, and for preventing movement of the selector lever 29 from itsfirst position as shown at station 21 when the main control lever 27 isdisplaced from its minimum throttle setting position. While variousmodifications can be employed, in the disclosed construction, theselector lever 29 includes (See FIG. 5) an arcuate cam 89 having, at itsupper end, a ramp 91 which, incident to movement of the selector lever29 from its first position to its second position, engages the adjacentside of the lock yoke 77 to displace the upper lock yoke portion 81toward the adjacent or left end of the body portion 67 of the maincontrol lever 29.

The means for permitting selective operation of only one control stationat a time further includes cooperating means on the yoke 77 and on thebody portion 67 of the main control lever 27. In this regard, the bodyportion 67 of the main control lever 27 is provided (See FIG. 7) with alock slot 93 which is open toward the lock yoke 77. In turn, the lockyoke 77 includes, at its upper end, an ear or tab 97 which is benttoward the main control lever 27 and which, when the selector lever 29is in the first position, is spaced from the body portion 67 of the maincontrol lever 27. However, when the selector lever 29 is displaced fromits first position to its second position, the engagement of the cam 89with the yoke 77 causes flexure and displacement of the upper yokeportion 81 in the axial direction toward the main control lever 29 tolocate the locking tab 97 in the locking slot 93 and to prevent movementof the main control lever 27 from the minimum throttle setting.

The body portion 67 of the main control lever 27 and the locking yoke 77are also arranged so as to prevent movement of the station selectorlever 29 from the first position to the second position in the eventthat the main control lever 29 is not in its minimum throttle setting.In this regard, it will be apparent that when the lock tab 97 is out ofalignment with the lock slot 93, engagement of the tab 97 with theadjacent end of the body portion 67 of the main control lever 27 willprevent axial displacement of the upper yoke portion 81 toward the maincontrol lever 27, thus preventing movement of the station selector 29from the first position to the second position due to the resultinginterference between the yoke 77 and the cam 89.

In the event that the main control lever 27 is in an extreme forward orreverse throttle position, the locking tab 97 would be past a positionin interfering relation with the body portion 67 (as indicated in FIG.9) and would therefore otherwise permit movement of the yoke 77 towardthe body portion 67 of the main control lever 27. Accordingly, the yoke77 is provided with two additional tabs or ears 99 which are arranged soas to interferingly engage the adjacent end or left side of the bodyportion 67 of the main control lever 27 when the locking tab 97 is outof position to do so. More particularly, the three tabs 97 and 99 of thelook yoke 77 cooperate with the shape and formation of the adjacent endor left side of the body portion 67 of the main control lever 27 toprevent movement of the upper locking yoke portion 81 toward the maincontrol lever 27 except when the locking slot 93 will permit entrytherein of the locking tab 97. Thus, the main control lever 27 can bemoved from its minimum throttle setting only when the selector lever 29is in its first position (shown at station 21 in FIG. 1) and theselector lever 29 can be moved from its first position to its secondposition (shown at station 23 in FIG. 1)

only when the main control lever 27 is in its minimum throttle settingposition.

The before-mentioned cable or link 39 is connected to the selectorlevers 29 by anchoring to the posts 101 (See FIG. 5) and is of suchdimension so as to insure that when either one of the station selectorlevers 29 is in the first position (shown at station 21 in FIG. 1), theother selector lever 29 is in the second position (shown at station 23in FIG. 1) and vice versa. Accordingly, movement of either of theselector levers 29 will result in a common amount of movement of theother selector lever 29 in the opposite direction between the first andsecond positions.

In accordance with the invention, the before-mentioned coupler assembly37 is provided to actuate the engine speed controlling member 17 fromeither of the control stations 21 and 23. In the construction asdisclosed, the throttle controlling member 17 serves to advance thespeed of the engine in response to counterclockwise rotation from theposition shown in FIG. and in response to movement of one of the slides121 and 123 (still to be described) from the left to the right.

As shown best in FIGS. 10 and 11, the coupler 37 includes a frame 111which is pivotally connected to the speed controlling member 17 toafford movement thereof in response to movement of the frame 111 andwhich comprises a base or support 113 and (See FIG. 1) a cover 117 whichare suitably assembled together. The frame 111 further includes twospaced and generally parallel guideways 119 and 121 which respectivelyslideably receive two throttle slides 123 and 127 to which the otherends of the cores of the push-pull cables 31 and 33 are connected. Asshown best in FIG. 1, the sheaths of the push-pull cables 31 and 33 areanchored or connected to clips or clamps 129 mounted on the engine 13.

Means are provided on the frame 111 and on the throttle slides 123 and127 for alternately and selectively connecting either one of thethrottle slides 123 and 127 to the frame 111 for common movement of theframe 111 with the connected one of the throttle slides 123 and 127 inresponse to move ment of the core of the associated push-pull cable andfor permitting relative movement between the other of the throttleslides 123 and 129 and the frame 111. In the disclosed construction,such means includes a fork or cam 133 which is pivotally mounted at 137on the frame and extends between the slides 123 and 129. Adjacent theright end thereof, as shown in FIGS. 10 and 11, i.e., adjacent to thepivotal mounting, the forks each includes a head 139 having oppositelyextending flanges or shoulders 141 which are slightly spaced from theadjacent ends of the throttle slides 123 and 127 when the slides are inidle position and which extend into the path of the throttle advancingslide movement, i.e., movement to the right in FIGS. 10 and 11. Inaddition, each fork 133 includes, at the left end thereof, outwardlyextending feet 141 having shoulders 143 which are adapted to beselectively received into opposed notches 147 formed in the respectiveslides 123 and 127. Accordingly, in operation of the coupling assembly27 whenever one of the cores of the throttle cables 31 and 33 isadvanced to the right, so as to advance the throttle from an idlesetting, the associated one of the slides 123 and 127 will contact theassociated shoulder 141 to pivot the fork and to thereby engage the foot141 in the associated notch 147. Movement to the right of one of theslides 123 and 127 when in engagement with the head 139 of one of theforks 133 will also cause movement of the housing 111 as a whole to theright and will shift the throttle actuating member 17 in thecounterclockwise direction to advance the throttle. Simultaneously, thehousing 111 will have relative movement to the right with respect to theother of the slides 123 and 127. Upon reduction in the throttle settingtoward idle, one of the slides 123 and 127, previously moved to theright, will now be moved to the left, causing the right edge or end ofthe associated notch 147 to engage the associated shoulder 143 and thusexert a force to the left on the frame 111 causing movement of the frame111 to the left and clockwise movement of the throttle actuating member17.

Push-pull throttle movement of the other cable core affords similaraction with respect to the other slide. It is to be particularly noted,that the dimension of the foot M1 from top to bottom as shown in FIGS.10 and 11 is such that when one foot is engaged with the notch of oneslide, the other foot rides along the side surface of the other slide soas to prevent disengagement of the foot from the notch in the one slidein all throttle conditions, except when both throttle slides are inneutral settings. The selector levers 29 serve to prevent the notches147 of the throttle slides 123 and 127 from being in opposed relation toeach other except when the throttle slides 123 and 127 are in their idleconditions.

Each of the control stations 21 and 23 also includes means forintegrating throttle control with clutch control to facilitate forwardand rearward engine operation, as well as engine speed. In this regard,the disclosed construction is adapted for cooperation with anelectrically actuated clutch (not shown) and includes (See FIG. 4) athree-way switch 151 mounted on the right housing member 47 and havingan actuator 153 movable between a central or neutral position andforward and reverse positions respectively located on opposite sides ofthe central position, which forward and rearward positions arerespectively effective to cause forward and rearward clutch driveconditions.

The switch 151 is actuated by the lower surface of a cam 157 (See FIG.2) which is carried on the body portion 67 of the main lever and which,in the central part thereof, is notched as'shown at 159 to accommodatethe actuator 153 when the main lever 27 is in its neutral position.

The cam 157 is mounted on the body portion 67 of the main control lever27, at least in part, by a sleeve 163 which extends fixedly from thelower end of the stem 78 through an elongated slot or opening 167 in thebody portion 67 and through a mating aperture 169 in the cam 157. Rotarymovement of the cam 157 with the control lever 27 is provided byinterfitting engagement of a radially extending slot 173 on the cam withthe hub or cone 70 which extends from the body portion 67 of the maincontrol lever 27 and which is rotatably received in the aperture 57 inthe right housing member 47.

The interfitting engagement between the slot 173 and the hub 70 permitsradial movement of the cam 157 with the stem 78 to afford throttleadvance in neutral, as will be explained. More particularly, in thisregard, the stem 78 of the main control lever 27 can be radiallywithdrawn from the body portion 67 so as to remove the cam 157 fromoperative association with the switch actuator 153 and then rotated inthe counterclockwise direction as seen in FIG. 2 to advance the throttlewithout actuating the switch 151. Accordingly, each control station alsoprovides means for afi'ording throttle advance in neutral.

Means are also provided for limiting and guiding radial movement of thestem 78 of the main lever 27 relative to the body portion 67 of the mainlever 27 and to provide a detent action. In this regard, a detent button161 extends resiliently from the sleeve 163, and the right housingmember 47 is provided with an arcuate guide means or track whichreceives the detent button 161 and which, as will be explained, servesto inform the operator when the main control lever 27 is in the neutralor minimum throttle setting position. The guide means includes aradially outer arcuate segment or track 179 in which the button 161 isreceived during normal reverse and forward throttle lever operations.The guide means also includes a radially inward segment or track 181which is connected to a central part of the outer segment 179 by aradially extending slot 183. Accordingly, the stem 78 can be radiallywithdrawn only when the detent button 161 is lined up with the slot 183,i.e., in neutral. When the stem 78 is radially withdrawn, the button 161travels in the slot 183 to the inner guide segment 181 and the radiallyinwardly located wall thereof prevents further radially outward movementof the stem 78 of the main control lever 27. The inner segment 181retains the stem 78 in withdrawn condition during the limited amount ofrotary movement which is available to advance the throttle withouteffecting a change of the throttle setting from neutral.

In order to provide detent action, the button 161 is biased outwardly ina direction parallel to the axis of main lever rotation and the guidemeans is provided with a recess 187 at the junction of the slot 183 andthe outer track segment 179, which recess 187 permits additional axiallyoutward movement of the button 161 so as to require additional effort bythe operator to move the main control lever 27 from the neutralposition, either when advancing the throttle during neutral, or whenadvancing the throttle during forward or rearward operation.

Means are provided for limiting travel of the main lever 27 relative tothe housing 41 to prevent travel of the lever 27 beyond the operatingrange of the throttle actuating member 17. In this regard, the righthousing member 47 includes (See FIG. 4) a pair of shoulders 189 and thebody portion 67 of the main control lever 27 includes (See FIG. 2) a tab191 which engages the shoulders 189 to limit pivotal movement of themain control lever 27.

Means are also provided to prevent unwanted rotary movement of the maincontrol lever 27 such as to prevent unnoticed throttle advance inrearward drive condition. In this regard, the stem 78 of the maincontrol lever 27 houses a rod 193 which can be suitably actuated, asshown in FIG. 7, from the handle or knob 80, for movement axially of thestem 78. At its lower end, the rod 193 includes a fixedly extending partor stud 197 which projects through the opening 84 and slot 86 andoutwardly to the right as shown in FIG. 7. Cooperating with the axiallyextending stud 197 is a cam surface 199 (See FIG. 4) on the inside ofthe right housing member 47, which cam surface 199 prevents movement ofthe main control lever 27 in the rearward direction in the absence ofinward movement of the rod 193 and inward movement of the accompanyingstud 197 for rotary travel inwardly of the cam surface 199.

While the disclosed construction includes electrical switch means forcontrolling a clutch, various other arrangements can be employed forclutch actuation. In particular, each of the control stations could beconnected to a mechanical system terminating in a coupling assemblyembodying various of the features of the coupling assembly alreadydisclosed herein.

Various of the features of the invention are set forth in the followingclaims.

What is claimed is:

1. A control system for a marine propulsion device including an engine,said control system comprising a first station operable for controllingthe engine and including a member selectively movable between a firstposition permitting engine controlling operation of said first stationand a second position preventing engine controlling operation of saidfirst station, a second station operable for controlling the engine andincluding a member selectively movable between a first positionpermitting engine controlling operation of said second station and asecond position preventing engine controlling operation of said secondstation, and means connecting said first and second station members sothat when one of said members is in said first position the other ofsaid members is in said second position and vice versa.

2. A control system comprising a first control station including a firsthousing, a first control lever carried by said first housing formovement relative to a first setting, a first station selector levermovably carried by said first housing relative to a first position, andmeans carried by said first housing for preventing movement of saidfirst control lever from said first setting when said first selectorlever is displaced from said first position and for preventingdisplacement of said first selector lever from said first position whensaid first control lever is displaced form said first setting, a secondcontrol station including a second housing, a second control levercarried by said second housing for movement relative to a first setting,a second station selector lever movably carried by said second housingrelative to a first position, and means carried by said second housingfor preventing movement of said second control lever from said firstsetting when said second selector lever is displaced from said firstposition and for preventing displacement of said second selector leverfrom said first position when said second control lever is displacedfrom said first setting, and means connecting said first and secondselector levers so that when one of said selector levers is in saidfirst position the other of said levers is displaced from said firstposition and vice versa.

3. A throttle control device comprising a housing, a throttle controllever movably carried by said housing relative to a minimum throttlesetting, a cam member movably carried by said housing relative to afirst position, and means movably carried by said housing and coactingwith said cam and with cooperating means on said lever for preventingmovement of said lever from said minimum throttle setting when said cammember is displaced from said first position and for preventingdisplacement of said cam member from said first position when saidcontrol lever is displaced from said minimum throttle position.

4. Apparatus for selectively controlling the throttle of an engine fromeither one of two throttle control links, said apparatus comprising aframe operably connectable to an engine throttle for actuation of theengine throttle in response to movement of said frame, said frameincluding first and second guideways, a first throttle slide movable insaid first guideway and being connectable to one of the throttle controllinks for movement in said first guideway in response to movement of theone throttle control link, a second throttle slide movable in saidsecond guideway and being connectable to the other throttle control linkfor movement of the second throttle slide in said second guideway inresponse to movement of the second throttle control link, and means onsaid frame and on said first and second throttle slides foralternatively and selectively connecting one of the said throttle slidesto said frame for common movement of said frame with said one throttleslide and for permitting relative movement between the other of saidthrottle slides and said frame.

5. Apparatus for selectively controlling the throttle of an engine, saidapparatus comprising a first control station including a first housing,a first throttle control lever carried by said first housing formovement relative to a minimum throttle setting, a first stationselector lever movably carried by said first housing relative to a firstposition, and means carried by said first housing for preventingmovement of said first throttle control lever form said minimum throttlesetting when said first selector lever is displaced from said firstposition and for preventing displacement of said first selector leverfrom said first position when said first control lever is displaced fromsaid minimum throttle position, a second control station including asecond housing, a second throttle control lever carried by said secondhousing for movement relative to a minimum throttle setting, a secondstation selector lever movably carried by said second housing relativeto a first position, and means carried by said second housing forpreventing movement of said second control lever from said minimumthrottle setting when said second selector lever is displaced from saidfirst position and for preventing displacement of said second selectorlever from said first position when said second control lever isdisplaced from said minimum throttle position, means connecting saidfirst and second selector levers so that when one of said selectorlevers is in said first position the other of said levers is displacedfrom said first position and vice versa, a first throttle control linkconnected to said first throttle control lever, a second throttlecontrol link connected to said second throttle control lever, a frameoperably connected to the engine throttle for actuation of the enginethrottle in response to movement of said frame, said frame includingfirst and second guideways, a first throttle slide movable in said firstguideway and being connected to said first throttle control link formovement in said first guideway in response to movement of said firstthrottle control link, a second throttle slide movable in said secondguideway and being connected to said second throttle control link formovement of said second throttle slide in said second guideway inresponse to movement of said second throttle control link, and means onsaid Ann] frame relative to a first position, and means including meanson said lever and on said member for preventing movement of said leverfrom said minimum throttle setting when said member is displaced fromsaid first position and for preventing displacement of said member fromsaid first position when said control lever is displaced from saidminimum throttle position.

if k

1. A control system for a marine propulsion device including an engine,said control system comprising a first station operable for controllingthe engine and including a member selectively movable between a firstposition permitting engine controlling operation of said first stationand a second position preventing engine controlling operation of saidfirst station, a second station operable for controlling the engine andincluding a member selectively movable between a first positionpermitting engine controlling operation of said second station and asecond position preventing engine controlling operation of said secondstation, and means connecting said first and second station members sothat when one of said members is in said first position the other ofsaid members is in said second position and vice versa.
 2. A controlsystem comprising a first control station including a first housing, afirst control lever carried by said first housing for movement relativeto a first setting, a first station selector lever movably carried bysaid first housing relative to a first position, and means carried bysaid first housing for preventing movement of said first control leverfrom said first setting when said first selector lever is displaced fromsaid first position and for preventing displacement of said firstselector lever from said first position when said first control lever isdisplaced from said first setting, a second control station including asecond housing, a second control lever carried by said second housingfor movement relative to a first setting, a second station selectorlever movably carried by said second housing relative to a firstposition, and means carried by said second housing for preventingmovement of said second control lever from said first setting when saidsecond selector lever is displaced from said first position and forpreventing displacement of said second selector lever from said firstposition when said second control lever is displaced from said firstsetting, and means connecting said first and second selector levers sothat when one of said selector levers is in said first position theother of said levers is displaced from said first position and viceversa.
 3. A throttle control device comprising a housing, a throttlecontrol lever movably carried by said housing relative to a minimumthrottle setting, a cam member movabLy carried by said housing relativeto a first position, and means movably carried by said housing andcoacting with said cam and with cooperating means on said lever forpreventing movement of said lever from said minimum throttle settingwhen said cam member is displaced from said first position and forpreventing displacement of said cam member from said first position whensaid control lever is displaced from said minimum throttle position. 4.Apparatus for selectively controlling the throttle of an engine fromeither one of two throttle control links, said apparatus comprising aframe operably connectable to an engine throttle for actuation of theengine throttle in response to movement of said frame, said frameincluding first and second guideways, a first throttle slide movable insaid first guideway and being connectable to one of the throttle controllinks for movement in said first guideway in response to movement of theone throttle control link, a second throttle slide movable in saidsecond guideway and being connectable to the other throttle control linkfor movement of the second throttle slide in said second guideway inresponse to movement of the second throttle control link, and means onsaid frame and on said first and second throttle slides foralternatively and selectively connecting one of the said throttle slidesto said frame for common movement of said frame with said one throttleslide and for permitting relative movement between the other of saidthrottle slides and said frame.
 5. Apparatus for selectively controllingthe throttle of an engine, said apparatus comprising a first controlstation including a first housing, a first throttle control levercarried by said first housing for movement relative to a minimumthrottle setting, a first station selector lever movably carried by saidfirst housing relative to a first position, and means carried by saidfirst housing for preventing movement of said first throttle controllever from said minimum throttle setting when said first selector leveris displaced from said first position and for preventing displacement ofsaid first selector lever from said first position when said firstcontrol lever is displaced from said minimum throttle position, a secondcontrol station including a second housing, a second throttle controllever carried by said second housing for movement relative to a minimumthrottle setting, a second station selector lever movably carried bysaid second housing relative to a first position, and means carried bysaid second housing for preventing movement of said second control leverfrom said minimum throttle setting when said second selector lever isdisplaced from said first position and for preventing displacement ofsaid second selector lever from said first position when said secondcontrol lever is displaced from said minimum throttle position, meansconnecting said first and second selector levers so that when one ofsaid selector levers is in said first position the other of said leversis displaced from said first position and vice versa, a first throttlecontrol link connected to said first throttle control lever, a secondthrottle control link connected to said second throttle control lever, aframe operably connected to the engine throttle for actuation of theengine throttle in response to movement of said frame, said frameincluding first and second guideways, a first throttle slide movable insaid first guideway and being connected to said first throttle controllink for movement in said first guideway in response to movement of saidfirst throttle control link, a second throttle slide movable in saidsecond guideway and being connected to said second throttle control linkfor movement of said second throttle slide in said second guideway inresponse to movement of said second throttle control link, and means onsaid frame and on said first and second throttle slides for alternatelyand selectively connecting one of the said throttle slides to said framefor coMmon movement of said frame with said one throttle slide and forpermitting relative movement between the other of said throttle slidesand said frame.
 6. A throttle control device comprising a frame, athrottle control lever movably mounted on said frame relative to aminimum throttle setting, a member movably mounted on said framerelative to a first position, and means including means on said leverand on said member for preventing movement of said lever from saidminimum throttle setting when said member is displaced from said firstposition and for preventing displacement of said member from said firstposition when said control lever is displaced from said minimum throttleposition.